Reducing Transport Emissions Port Metro Vancouver Region

Practical Collaboration and Operational Efficiencies

A Drayage Carrier’s Perspective

Presented by:

John Bourbonniere, Executive Vice President

Harbour Link Container Services Inc

Harbour Link Container Services IncKEY ENABLERS FOR EMISSIONS REDUCTION

Engine Design and Opacity Testing (Limited)

Alternative Fuels (Long term)

Infrastructure Improvements (On going)

Information Technology (Immediate Impact)

Stakeholder Efficiencies (Immediate Impact)

Harbour Link Container Services Inc.

TECHNOLOGY IMPACT OPPORTUNITY

INFORMATION TECHNOLOGY(reservation System requires transparency)

• A common reservation system is required• System must optimize load match opportunities• System must measure on time performance to established

standards of both the carrier and the terminal operator• System should penalize carriers and/or marine terminal

operators for non compliance• System must recognize reservation needs by type; i.e. Highway vs

Local• Reservation system must match operational velocity• Fluid system, No delays = lower truck GHG emissions

Harbour Link Container Services Inc.

STAKEHOLDER IMPACT OPPORTUNITY

Marine Terminal: Review Operating days/times:

• Earlier start time, Later end time

• Weekend and Evening Opportunities

• Reduces overall GHG emissions due to less traffic congestion

Off Docks: Establish hours of operation to match Marine Terminals

•Saturday/night work requires ability for carriers to drop or pick MTY’s to meet customer requirements

• Reduces overall GHG, less stop and go, less traffic congestion

Exporters and Importers: Match hours of Warehouse Operations to the Marine Terminals

•Reduction of GHG emissions requires all stakeholders to jointly participate in the solution, move as much truck traffic away from the traditional Monday-Friday, 8 AM-5PM

Harbour Link Container Services Inc

THE BOTTOM LINE

Supply Chain Members require:

• Fluid access and transit through the terminal to dovetail with the Customer’s supply chain

• The ability to secure and complete reservations to match supply chain requirements

• Marine Terminal flexibility to accommodate uncontrollable supply chain failures oWeather, oNon arrival of railcars and/or highway loadsoExporter production

Harbour Link Container Services Inc.

THE BOTTOM LINE

Drayage Carrier’s Require:

•Turn Time fluidity at Marine terminals

•Transaction time Certainty

•Reservation Certainty

•Two way container moves

Impact:

•Planning Certainty = Reduced bunching of trucks

•Efficiency Improvements = Fewer trucks required

•Engine Idle reduced = Reduced GHG emissions

Harbour Link Container Services Inc.

WHAT ARE WE DOING

HLCSI AND TECHNOLOGYo Adapted a Dispatch System designed to maximize

efficiency from order entry to job completion and final invoicing

o This is the only System of it’s kind in North America

o The system used by HL is designed to match the drayage sector requirements of North America, from a system used extensively in Europe by the courier sector

Harbour Link Container Services Inc.

Highlights of HLCSI’s Technology

• Integration of job order, dispatch, navigation, truck chassis and container tracking, messaging, wage capture and billing.

• Tracks all trucks, chassis and containers in real time using GPS technology.

• Geo fencing to capture cycle times at all port, rail facilities and inland destination points

• Bar code technology to track the deployment and location of chassis fleet

• PDA’s (personal data assistant) to communicate all dispatch assignments to drivers

o Receive dispatch assignments

o Relay messages pertaining to all assignment

o Electronic signature capture / Proof of Delivery for containers

CAPACITY AND THE FUTURE

• Get away from one truck, one container thinking

• Lead the drive to establish consolidation / distribution hubs for major importers and exporters that includes adjoining Off Dock storage facilities for Full and Empty Containers

• Work in unison with Off Dock operators to optimize supply chain performance for importers and exporters

• Establish port nodes as relay hubs to ease the flow of import and export traffic

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CAPACITY AND THE FUTURE

Port Operators and all Supply Chain members must get more involved in optimizing the flow of the supply chain. Look beyond their gates.

1) Implement a practical reservation system for truck carriers that prevent gate and terminal congestion.

2) Adopt operating strategies that provide a seamless flow of container traffic between adjacent Industrial Centre’s and Off Dock container storage facilities

3) Work in partnership with Off Dock Operators and supply chain providers to optimize service performance

4) Implement automation technology- especially the CY

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CAPACITY AND THE FUTURE

Establish Port Nodes Linked by waterborne transport (barges)

1) Move Import Containers “In Bond” and Containers destined to outlying destinations by barge to an intermodal rail serviced port node located along the Fraser river

2) The intermodal node would be a relay center for Import, Export and Empty Containers by truck or rail

3) Truck traffic congestion is reduced in the urban core4) Incorporate into the design of container terminals inset

barge slips spanned by canter-lever RMGs 5) Terminal Operators work in partnership with the Node

Operators and Supply Chain providers to optimize service performance and a seamless supply chain

6) Who pays? PMV: 2,713,000TEU in 2012 – Average wharfage fee per TEU: $30 - T2 Build Cost: $2.5 Billion + the landside interface

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Thank YouH

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